EP2718586B1 - Drive system for a vehicle - Google Patents
Drive system for a vehicle Download PDFInfo
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- EP2718586B1 EP2718586B1 EP12720174.7A EP12720174A EP2718586B1 EP 2718586 B1 EP2718586 B1 EP 2718586B1 EP 12720174 A EP12720174 A EP 12720174A EP 2718586 B1 EP2718586 B1 EP 2718586B1
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Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
- F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
- F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
- F16F15/123—Wound springs
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
- F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
- F16F15/1414—Masses driven by elastic elements
- F16F15/1421—Metallic springs, e.g. coil or spiral springs
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/21—Elements
- Y10T74/2121—Flywheel, motion smoothing-type
- Y10T74/2128—Damping using swinging masses, e.g., pendulum type, etc.
Definitions
- the present invention relates to a drive system for a vehicle comprising an internal combustion engine and a torsional vibration damping arrangement, wherein the internal combustion engine is switchable between operating modes of different performance.
- An in Fig. 1 Principle drive system shown includes an internal combustion engine 5, which emits a nonuniform torque due to the periodic combustion process. As a result, a disturbance torque with fixed orders is superimposed on the rated torque. These orders depend on the combustion process (2- or 4-stroke process) and on the number of cylinders. So the main stimulating order of a 4-cylinder 4-stroke engine is the second order, that of a 3-cylinder 4-stroke engine the 1.5th, that of a 4-cylinder 2-stroke engine the second order.
- the system has a control unit 2, which uses signals, such as the driving speed, from the engine or the rest of the drive train 3 (transmission, differential, axle) detects which load and speed state prevails on the engine, and then selects whether all or only a part of the cylinder is to be operated or which combustion method is to be used in the engine, in general so a selection is made between operating modes of different performance.
- signals such as the driving speed, from the engine or the rest of the drive train 3 (transmission, differential, axle) detects which load and speed state prevails on the engine, and then selects whether all or only a part of the cylinder is to be operated or which combustion method is to be used in the engine, in general so a selection is made between operating modes of different performance.
- vibration reduction systems 4 are used as torsional vibration damping arrangements, e.g. be designed based on the excitation order. So far, one could assume fixed orders that are invariable during operation.
- One solution to this problem is to turn off individual cylinders 1 and operate the remaining cylinders at a higher load and thus efficiency level. This shutdown can be done, for example, that the fuel injection is suspended in half of the cylinder and / or the timing changed by a variable valve timing.
- the alternative solution to a cylinder deactivation is to optimally design a four-stroke engine for part-load operation and, if necessary, to switch to peak load in two-stroke operation.
- the engine in the NEDC New European Driving Cycle
- the full load is only rarely retrieved, so that a cylinder deactivation or a working method switchover offer great savings potential.
- the DE 100 18 955 A1 refers to a vibration damper system while the US Pat. No. 6,408,717 B1 a dual mass flywheel that DE 10 2006 008 541 A1 a dual-mass damping flywheel that DE 10 2009 042 812 A1 a torsion damping device and the US 2005/0205060 A1 describes a cylinder and valve control for a machine whose valves can be deactivated.
- US 5,425,335 A and US 2005/182553 A1 disclose internal combustion engines that can be switched between different operating modes.
- a low pass filter passes the low frequency / order moment (eg ideal only the 0th order rated torque) and blocks the higher order or frequency alternating moments.
- This is realized by a vibratory two-mass system (DMF) with a primary side and one against the action of a damper element arrangement, e.g. Spring arrangement, primary side rotatable secondary side, which has a natural frequency at which, when this is excited, the system makes very high angular excursions. In the best case this means disturbing noises and in the worst case its destruction. Therefore, the systems are designed with respect to their mass-stiffness ratios so that this natural frequency is well below the idle speed and thus the operating speed range. For example, the natural frequency of a dual-mass flywheel is about 750 / min.
- the dual-mass flywheel speed is operated with a 4-cylinder 4-stroke engine, the lowest excitation frequency at an idling speed of 750 rpm is the main stimulus at about 1600 rpm, which is far above the resonance of the dual-mass flywheel.
- the amplitudes behind the system are smaller than before the system.
- the dual-mass flywheel decouples and reduces the excitation, which is passed on to the rest of the powertrain, such as the transmission and can lead to noise.
- the order of the main initiators is halved from the 2nd to the 1st order.
- the lowest excitation frequency at an idling speed of 750 / min at 800 / min and thus in the range of the resonance frequency of the dual mass flywheel.
- the amplitudes become very large and the system does not decouple.
- Fig. 2 It is shown how a common design of a torsional vibration damping arrangement, such as dual mass flywheel, has an effect on cylinder deactivation behavior.
- Fig. 2b is a progressive torque-angle curve is shown, which has a kink, in which the stiffness increases greatly.
- the first stage is, for example, an idle or low load stage.
- the characteristic curve has a substantially linear course in each case.
- Fig. 2a In Fig. 2a ) is shown with the solid thick line, the rated torque of a 4-cylinder engine over the speed.
- the enveloping solid thin lines represent the amplitudes of the superimposed alternating torque and thus represent the maximum and minimum torque, respectively.
- the solid thick line represents the rated torque without cylinder deactivation, ie in an operating mode with higher or maximum performance.
- the thick dashed line in Fig. 2a represents the Nennmomentenverlauf the cylinder off Motors in which only 2 cylinders work. Accordingly, only approximately half the moment is available. This nominal torque is also superimposed on a disturbance torque whose amplitude represents the dashed thin envelope. Usually, the shutdown operation is not applied over the entire engine speed band.
- the soft first stage is not sufficient for the nominal torque in the cylinder deactivation mode, so that the dual mass flywheel is operated in its second stage.
- the dual mass flywheel In full cylinder operation, the dual mass flywheel is still operated supercritically due to the main excitation order (2nd order).
- the amplitude ratio is ⁇ 1, considering, for example, the speed at point 6 by dropping the solder at the speed until it encounters the second-stage transfer function.
- the main stimulating order is reduced for example to half.
- the 1st order becomes relevant. That's why in Fig. 2c ) an order adjustment is made; one encounters at half the speed on the transfer function of the second stage of the dual mass flywheel in the vicinity of the resonance - even subcritical - at a much larger amplitude ratio, which has an unacceptably poor decoupling quality despite the lower torque amplitude in the cylinder shutdown.
- the reason for the bad behavior is the very flat first stage, so that in the cylinder shutdown operation is also driven in the too stiff second stage.
- the first stage of the characteristic curve is carried out so rigidly that, on the one hand, the cylinder deactivation operation always takes place in the first stage and on the other hand, the rigidity is so low that supercritical operation is possible.
- a deflection mass pendulum unit generally absorber, consists of a mass as dynamic and a stiffness as static energy storage. Its natural frequency is tuned so that when excited, the component to which the absorber is connected, undergoes no deflection.
- the stiffness can be constant, so that there is a Festfrequenztilger, or be speed-dependent, resulting in an order damper, also called speed-adaptive Tilger results.
- a fixed-frequency attenuator only eliminates a fixed frequency, while the order decoder eliminates one order.
- the order polishers in the form of the centrifugal pendulum, which are designed to eradicate the main stimulating order. Since, as described above, the main stimulus changes in the case of cylinder deactivation or combustion process switching, generally changing the operating mode, a single absorber can no longer calm the drivetrain. There is even the danger that if a "wrong" excitation order is applied, the absorber will cause resonance due to its two natural frequencies.
- a Tilger has in addition to its repayment frequency two natural frequencies in which its amplitude can be very large.
- the distance of these natural frequencies from the eradication frequency relative to the speed depends on the mass or the mass inertia ratio. The greater the inertia of the absorber, the greater the distance. It must of course be taken into account that to maintain the repayment frequency / order, the stiffness must be adjusted to the mass / mass moment of inertia. The ratio of stiffness and mass must remain the same.
- a modifier such as e.g. a centrifugal pendulum (speed-adaptive absorber), if you place the order on the abscissa instead of the frequency.
- the inertia of the absorber mass is either less than, for example, 90%, preferably 75%, most preferably 50%, of the flywheel, generally a flywheel mass arrangement, to remain well below the lower absorber resonance upon order reduction, or significantly greater as 110%, preferably 150%, most preferably 200%, in order to still work above the Tilgerresonanz in the switching operation.
- the described problem also applies to the opposite case.
- the first-order absorber intended for shut-off operation (2-cylinder operation) runs the risk of that its upper resonance frequency or order in 4-cylinder operation is hit exactly by the main exciter.
- a suitable mass or mass moment of inertia (for example ⁇ 50% or >> 200%) must also ensure a sufficiently large frequency or order distance. It must therefore be ensured in the interpretations of the orders or frequencies for the absorbers for the full cylinder and the shutdown that the frequency / order ranges at 7 and 8 of all absorbers are not hit.
- the Fig. 5 and 6 show an embodiment of a generally designated 10 torsional vibration damping arrangement in which a constructed in the manner of a two-mass flywheel torsional vibration damper 12 is combined with a speed-adaptive absorber 14.
- the torsional vibration damper 12 comprises a primary side 16 with two cover disk elements 18, 20 and a generally designated 22 secondary side, on which also the speed-adaptive absorber 14 is provided.
- the primary side 16 and the secondary side 22 provide respective peripheral support portions for a damper element assembly 24, which in the illustrated embodiment example comprises two damper spring units 26, 26 '.
- Each damper spring unit 26, 26 comprises a plurality of circumferentially successive and via sliding shoes or spring plate 28 to each other or with respect to the primary side 16 and the secondary side 22 supported damper springs 30.
- successive damper springs 30 may be formed differently to each other, ie provide different stiffnesses, so that a stepped characteristic curve is obtained.
- springs 30 can be arranged nested in one another in order to be able to further influence the rigidity.
- the secondary side 22 provides a here designed like Auslenkungsmassenange 32 of the effective as Auslenkungsmassenpendelan extract loftiereadpativen Tilgers 14.
- shell-like housing parts 34, 36 for example, are connected to one another in their radially inner region by rivet bolts 38.
- a secondary-side flywheel 40 is fixedly connected to the Auslenkungsmassenange 32, for example by riveting.
- each associated guide tracks 46, 48 are provided, wherein the Auslenkungsmassenarme 32 provided guideways 46 have a radially outer apex area, while provided on the Auslenkungsmassen 42 guideways 48 have a radially inner apex area.
- the guideways 46, 48 are curved radially outward or radially outward from respective apex regions.
- bolt-like or roller-like coupling elements 50 are provided, which are movable along the guideways 46 in the deflection mass carrier 32 and along the guideways 48 in the deflection masses 42. Due to the curvature and the positioning of the apex areas, when the torsional vibration damping arrangement 10 rotates about a rotation axis A, the coupling elements 50 are positioned in the respective apex areas, so that the deflection masses 42 basically assume a positioning with the greatest possible radial distance from the rotation axis A.
- the coupling elements 50 move, starting from the vertex regions, along the guide tracks 46, 48, as a result of which the deflection masses 42 are forced radially inwards in the centrifugal potential and thus absorb potential energy.
- the Auslenkungsmassen 42 are thus set in vibration, wherein, given by the curvature the guideways and the masses or moments of inertia of the Auslenkungsmassen 42, the speed-adaptive damper 14 basically has a natural frequency, which varies with changing speed and thus changing centrifugal force.
- a fictitious rigidity in the coupling of the deflection masses 42 is provided by the interaction of the coupling elements 50 with the curved guide tracks 46, 48, which changes speed-dependent.
- the deflection mass carrier 32 together with the deflection masses 42 deflectable therefrom from a basic relative position or the deflection mass arrangement 44 forms a deflection mass pendulum unit, generally designated 56.
- the primary side 16 of the torsional vibration damper 12 essentially provides a flywheel assembly which is connected via the damper element arrangement 24 and the damper spring units 26, respectively the same provided stiffness is coupled to the Auslenkungsmassenpendelizi 56.
- the critical excitation orders when switching the internal combustion engine 5 between different operating modes, that is, for example, the transition from a four-cylinder operation to two-cylinder operation, the critical excitation orders also change, it can be provided, for example, in association with a drive system to several critical orders, which can occur in different operating modes or become critical, in each case specially matched absorbers are present.
- the deflection masses 42 may be designed differently and / or the guideways 46, 48 may be designed differently, so that in one and the same absorber a vote on different excitation orders can be provided, which assigned to a respective excitation order Auslenkungsmassen then each provide a specially tuned Auslenkungsmassenan expect.
- This damper 14a which is also effective as a deflection mass pendulum unit 56a, has a deflection mass support 32a provided on the secondary side, for example, on a torsional vibration damper, such as, for example, a dual mass flywheel.
- a torsional vibration damper such as, for example, a dual mass flywheel.
- An annular mass 26a which radially outwardly surrounds the deflection mass carrier 32a, essentially provides a deflection mass arrangement 44a, of which, in association with the support element 48a, a restoring element 54a designed, for example, as a leaf spring extends radially inwardly through the respective biasing spring 50a.
- the return elements 50a are respectively fixed in a Auslenkungsmassenabstütz Scheme on the Auslenkungsmasse 42a.
- they In their radially inner region they are supported in the circumferential direction on the respective associated support elements 48a in each case in a Rheinabstütz Symposium.
- the support elements 48a are subject to the action of centrifugal force, so that they are in principle acted upon radially outward counter to the restoring force of the biasing springs 50a.
- the biasing springs 50a are biased with support members 48a positioned in the base position, a certain minimum speed is required to overcome this biasing action with the corresponding centrifugal force. If this minimum speed is exceeded, the centrifugal force is sufficient to displace the support elements 48a radially outward against the return action of the biasing springs 50a. However, this also displaces the region on which the return elements 54a can be supported with respect to the deflection mass carrier 32a, radially outward.
- Fig. 7 shown construction is basically a vote on several orders possible, for example by several such absorbers are provided with respective carriers, Auslenkungsmassenan extracten or Auslenkungsmassenpendelöen tuned to different excitation orders.
- Fig. 8 illustrates an example in which within a speed-adaptive or in a speed range speed-adaptive damper 14a, a vote on several excitation orders can be made.
- deflection mass pendulum units 56a differ, for example, in the deflection mass 42a or 42a ', wherein the deflection mass 42a' has a greater mass than the deflection mass 42a.
- the deflection mass pendulum units 56a also differ in the design of the support elements 48a or 48a ', wherein the support elements 48a' have a greater mass than the support elements 48a.
- the mass ratios it is possible to influence the rotational speed and thus the centrifugal force-dependent change in the radial position of the supporting elements and thus the rigidity of the restoring elements, as well as the mass moment of inertia, which is the deflection mass arrangements provided by the entirety of the respective deflection masses 42a and 42a ' 44a and 44a ', respectively.
- a portion of the deflection mass pendulum units 56a may be configured to tune to a predetermined order, with the deflection masses of these deflection mass pendulum units 56a then providing in their entirety a deflection mass arrangement to be considered for this order.
- Another portion of the deflection mass pendulum units 56a may be tuned for a different energizing order.
- FIGS. 9 and 10 An example of the vote on various stimulating orders is in the FIGS. 9 and 10 shown.
- a plurality of deflection mass pendulum units 56a and 56a ' are provided, wherein the deflection mass units 56a have a common annular deflection mass 42a and deflection mass arrangement 44a, while the deflection mass pendulum units 56a likewise have a common, annular deflection mass 42a' and thus deflection mass arrangement 44a '.
- the annular deflection masses 42a, 42a ' by different design or dimensioning of the support elements 48a and 48a', by different configuration of the return elements 54a and 54a 'and by different configuration of the biasing springs 50a and 50a'
- the primary side 16 or the primary side mass can be regarded as a flywheel mass arrangement, which is coupled via a rigidity, namely the damper element arrangement 24, to the deflection mass pendulum unit (s), in particular to the deflection mass carrier 32a.
- This is coupled to the deflection mass assembly 44, 44a via a stiffness provided by the coupling members 50 or the return members 54a.
- the transfer function of such a drive system or the vibration systems contained therein is in one of Fig. 4 appropriate way in Fig. 11 shown again.
- the transfer function in each case represents the ratio between an output-side oscillation variable, for example rotational acceleration, rotational angular velocity or the like, and a corresponding input-side oscillation variable.
- a value of zero or close to zero represents an ideal decoupling in which practically no oscillations are present on the output side.
- the curve K 1 represents the transfer function of the flywheel mass arrangement, for example the primary side 16, plotted against the ratio of the excitation variable to the resonance point of the vibration system.
- the repayment frequency of the flywheel mass arrangement is present, in which, on the output side, that is to say after the stiffness provided by the damper element arrangement 24, essentially no vibrations are present.
- the curve K 2 represents in association with the curve K 1, the transfer function of the respective effective Auslenkungsmassenan emblem, which basically can be generally referred to as absorber mass.
- the curve K 2 has a value deviating from 0 at the resonance point 1, since ultimately the deflection masses or the deflection mass arrangement is / are basically in a vibration state in order to achieve the complete vibration cancellation ideally present at the resonance point.
- the curves K 1 and K 2 illustrate a design example in which a comparatively heavy flywheel mass arrangement interacts with a comparatively light deflection mass arrangement.
- the curves K 3 and K 4 illustrate the transfer functions of the flywheel assembly and the Auslenkungsmassenan extract for a case in which a comparatively light flywheel combined with a comparatively heavy Auslenkungsmassenan expector mass.
- the secondary resonances occurring in this case are significantly farther apart, so that in this case, too, a transition to an operating mode with a different, in particular lower, performance, in which the critical excitation order is not more the second order, but the first order is equally not cause that a side resonance is hit and thus an excessive vibration increase could take place.
- Fig. 12 shows based on the design principle, as described above, for example, with reference to the Fig. 8 has been explained, a Festfrequenztilger 60 having a plurality of Auslenkungsmassenpendelöen 62 each with a deflection mass 64 and a deflection mass carrier 66 supported and the Auslenkungsmasse 64 supporting restoring element 68.
- This trained example as a leaf spring return element 68 biases the Auslenkungsmasse 64 in a basic relative position with respect to Auslenkungsmassenarmes 66 before, so that a spring-mass pendulum unit is formed, in which by the stiffness of the return element on the one hand and the selection of the mass of the respective deflection mass 64 on the other hand, a vote on a certain stimulating frequency can be achieved.
- such deflection mass pendulum units 62 may be configured differently to achieve tuning to different exciting frequencies.
- the mutually identical deflection mass pendulum units 62 each form, with their respective deflection masses 64, a deflection mass arrangement 65 effective for a respective frequency Festfrequenztilger 60 can be combined for further damping with the above-mentioned damping aspects in order to achieve additional damping especially in speed ranges in which a speed-adaptive absorber can not be sufficiently effective due to design considerations.
- a Festfrequenztilger 60 could be tuned with suitable coordination to different critical frequencies especially in association with different modes to ensure that each in a set mode particularly critical to be expected excitation frequencies can be efficiently eradicated. This means that even the combination of a Festfrequenztilgers 60, as in Fig. 12 is illustrated, with a variable in their operating mode internal combustion engine for an efficient damping of vibrations and the transition between different modes can provide.
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Description
Die vorliegende Erfindung betrifft ein Antriebssystem für ein Fahrzeug umfassend eine Brennkraftmaschine und eine Drehschwingungsdämpfungsanordnung, wobei die Brennkraftmaschine zwischen Betriebsarten unterschiedlicher Leistungsfähigkeit umschaltbar ist.The present invention relates to a drive system for a vehicle comprising an internal combustion engine and a torsional vibration damping arrangement, wherein the internal combustion engine is switchable between operating modes of different performance.
Ein in
Das System weist ein Steuergerät 2 auf, das anhand von Signalen, wie Beispielsweise der Fahrgeschwindigkeit, aus dem Motor oder dem Restantriebsstrang 3 (Getriebe, Differential, Achse) erkennt, welcher Last- und Drehzahlzustand am Motor herrscht, und daraufhin wählt, ob alle oder nur ein Teil der Zylinder betrieben werden soll bzw. welches Brennverfahren im Motor verwendet werden soll, allgemein also eine Auswahl trifft zwischen Betriebsarten unterschiedlicher Leistungsfähigkeit.The system has a
Um einen Antriebsstrang zu beruhigen, werden Schwingungsreduzierungssysteme 4, als Drehschwingungsdämpfungsanordnungen, eingesetzt, die z.B. bezogen auf die Anregungsordnung ausgelegt werden. Dabei konnte man bislang von im Betrieb unveränderlichen festen Ordnungen ausgehen.To calm a powertrain,
Aus dem Grund der Verbrauchs- und damit auch Emissionsreduzierung bietet es sich an, im Betrieb die Anzahl der Zylinder oder das Brennverfahren, also die Betriebsart, zu verändern. Ein Verbrennungsmotor hat seinen optimalen Wirkungsgrad immer bei verhältnismäßig hoher Last, so dass hier der spezifische Kraftstoffverbrauch am geringsten ist. Die im realen Betrieb häufigen Teillastzustände verbrauchen bezogen auf die abgerufene Leistung zu viel Kraftstoff.For reasons of consumption and thus also emission reduction, it makes sense to change the number of cylinders or the combustion process, ie the operating mode, during operation. An internal combustion engine always has its optimum efficiency at relatively high load, so that the specific fuel consumption is lowest here. The partial load conditions that are common in real operation consume too much fuel in relation to the power consumed.
Eine Lösung dieses Problems besteht darin, einzelne Zylinder 1 abzuschalten und die verbleibenden Zylinder auf einem höheren Last- und damit Wirkungsgradniveau zu betreiben. Diese Abschaltung kann beispielsweise dadurch erfolgen, dass die Kraftstoffeinspritzung bei der Hälfte der Zylinder ausgesetzt wird und/oder die Steuerzeiten über eine variable Ventilsteuerung verändert werden.One solution to this problem is to turn off
Die alternative Lösung zu einer Zylinderabschaltung besteht darin, einen Viertakt-Motor für den Teillastbetrieb optimal auszulegen und bei Bedarf an Spitzenlast in den Zweitakt-Betrieb umzuschalten.The alternative solution to a cylinder deactivation is to optimally design a four-stroke engine for part-load operation and, if necessary, to switch to peak load in two-stroke operation.
Insbesondere im verbrauchsrelevanten Zyklus werden bezogen auf den Vollmotor nur sehr kleine Lasten abgerufen; so gibt der Motor im NEFZ (Neuer Europäischer Fahrzyklus) nur ca. 10 kW bei einer installierten Leistung von bis zu 200 kW ab, da die geforderten Beschleunigungen sehr moderat sind. Auch im Alltagsbetrieb eines Fahrzeuges wird nur in seltenen Fällen die volle Last abgerufen, so dass eine Zylinderabschaltung oder eine Arbeitsverfahrenumschaltung großes Einsparpotential bieten.Especially in the consumption-relevant cycle, only very small loads are retrieved based on the full engine; For example, the engine in the NEDC (New European Driving Cycle) only delivers about 10 kW with an installed power of up to 200 kW, as the required accelerations are very moderate. Even in everyday operation of a vehicle, the full load is only rarely retrieved, so that a cylinder deactivation or a working method switchover offer great savings potential.
Wenn sich die Anregungsordnung ändert, dann ändert sich auch bezogen auf die Drehzahl oder Frequenz der Abstand des Betriebsbereiches von der Eigenfrequenz des Schwingungsreduzierungssystems und damit die Güte der Schwingungsreduzierung.If the excitation order changes, then the distance of the operating range from the natural frequency of the vibration reduction system and thus the quality of the vibration reduction also changes with respect to the rotational speed or frequency.
Die
Es ist die Aufgabe der vorliegenden Erfindung ein Antriebssystem so auszulegen, dass bei sich im Betrieb änderndem Anregungsverhalten eine stets gute Schwingungsreduzierungsgüte gewährleistet ist.It is the object of the present invention to design a drive system such that an always good vibration reduction quality is ensured when the excitation behavior changes during operation.
Erfindungsgemäß wird diese Aufgabe durch ein Antriebssystem gemäß Anspruch 1 gelöst.According to the invention this object is achieved by a drive system according to
Weitere vorteilhafte Ausgestaltungsvarianten sind Gegenstand der Unteransprüche.Further advantageous embodiments are the subject of the dependent claims.
Die Erfindung wird nachfolgend mit Bezug auf die beiliegenden Figuren detailliert beschrieben. Es zeigt:
- Fig. 1
- in prinzipartiger Darstellung ein Antriebssystem;
- Fig. 2a)
- aufgetragen über der Drehzahl, das von dem Verbrennungsmotor in einer Betriebsart mit maximaler Leistungsfähigkeit und einer Beriebsart mit verringerter Leistungsfähigkeit abgebbare Drehmoment;
- Fig. 2b)
- eine Winkel-Drehmoment-Kennlinie einer Drehschwingungsdämpfungsanordnung mit ungünstiger Kennlinienauslegung;
- Fig. 2c)
- aufgetragen über der Drehzahl, die Übertragungsfunktion der Drehschwingungsdämpfungsanordnung mit den Resonanzstellen zweier Dämpferstufen;
- Fig. 3a)
- eine der
Fig. 2a ) entsprechende Darstellung; - Fig. 3b)
- eine der
Fig. 2b ) entsprechende Darstellung einer Kennlinie einer Drehschwingungsdämpferanordnung mit günstiger Kennlinienauslegung; - Fig. 3c)
- eine der
Fig. 2c ) entsprechende Darstellung der Übertragungsfunktionen für den Fall einer günstigen Kennlinienauslegung; - Fig. 4
- aufgetragen über der Drehzahl, die Übertragungsfunktion eines drehzahladaptiven Tilgers;
- Fig. 5
- in Teillängsschnittansicht einer Drehschwingungsdämpfungsanordnung mit einem Drehschwingungsdämpfer und einem drehzahladaptiven Tilger;
- Fig. 6
- die Drehschwingungsdämpfungsanordnung der
Fig. 5 in Axialansicht und geöffnetem Zustand; - Fig. 7
- eine Teil-Axialansicht eines drehzahladaptiven Tilgers anderer Bauart;
- Fig. 8
- eine prinzipartige Teil-Axialansicht eines drehzahladaptiven Tilgers, basierend auf dem Aufbauprinzip der
Fig. 7 ; - Fig. 9
- eine Längsschnittdarstellung eines drehzahladpativen Tilgers, basierend auf dem Aufbauprinzip der
Fig. 7 ; - Fig. 10
- den drehzahladaptiven Tilger der
Fig. 9 in Teil-Axialansicht; - Fig. 11
- eine der
Fig. 4 entsprechenden Darstellung einer Übertragungsfunktion eines drehzahladaptiven Tilgers für unterschiedliche Auslegungen; - Fig. 12
- eine Teil-Axialansicht eines Festfrequenztilgers in prinzipieller Darstellung.
- Fig. 1
- in principle, a drive system;
- Fig. 2a)
- plotted versus speed, the torque output by the engine in a maximum efficiency mode and a reduced efficiency mode;
- Fig. 2b)
- an angular-torque characteristic of a torsional vibration damping arrangement with unfavorable characteristic design;
- Fig. 2c)
- plotted against the rotational speed, the transfer function of the torsional vibration damping arrangement with the resonance points of two damper stages;
- Fig. 3a)
- one of the
Fig. 2a ) corresponding representation; - Fig. 3b)
- one of the
Fig. 2b ) corresponding representation of a characteristic of a torsional vibration damper arrangement with favorable characteristic design; - Fig. 3c)
- one of the
Fig. 2c ) corresponding representation of the transfer functions in the case of a favorable characteristic design; - Fig. 4
- plotted against the speed, the transfer function of a speed-adaptive Tilgers;
- Fig. 5
- in partial longitudinal section view of a torsional vibration damping arrangement with a torsional vibration damper and a speed-adaptive absorber;
- Fig. 6
- the torsional vibration damping arrangement of
Fig. 5 in axial view and opened condition; - Fig. 7
- a partial axial view of a speed-adaptive Tilgers other design;
- Fig. 8
- a principle part-axial view of a speed-adaptive absorber, based on the principle of construction of
Fig. 7 ; - Fig. 9
- a longitudinal sectional view of a variable speed Tilgers, based on the principle of construction of
Fig. 7 ; - Fig. 10
- the speed-adaptive absorber of
Fig. 9 in partial axial view; - Fig. 11
- one of the
Fig. 4 corresponding representation of a transfer function of a speed-adaptive Tilgers for different interpretations; - Fig. 12
- a partial axial view of a Festfrequenztilgers in a schematic representation.
Ein Tiefpassfilter lässt das Moment mit niedriger Frequenz/Ordnung durch (z. B. ideal nur das Nennmoment mit 0-ter Ordnung) und sperrt die Wechselmomente höherer Ordnung bzw. Frequenz. Dies wird realisiert durch ein schwingungsfähiges Zweimassensystem (ZMS) mit einer Primärseite und einer gegen die Wirkung einer Dämpferelementenanordnung, z.B. Federanordnung, bezüglich der Primärseite drehbaren Sekundärseite, das eine Eigenfrequenz besitzt, bei der, wenn diese angeregt wird, das System sehr hohe Winkelausschläge macht. Das bedeutet im besten Fall störende Geräusche und im schlimmsten Fall seine Zerstörung. Daher sind die Systeme bezüglich ihrer Massen-Steifigkeits-Verhältnisse so ausgelegt, dass diese Eigenfrequenz weit unterhalb der Leerlaufdrehzahl und damit des Betriebsdrehzahlbereiches liegt. Beispielsweise liegt die Eigenfrequenz eines Zweimassenschwungrades bei ca. 750/min.A low pass filter passes the low frequency / order moment (eg ideal only the 0th order rated torque) and blocks the higher order or frequency alternating moments. This is realized by a vibratory two-mass system (DMF) with a primary side and one against the action of a damper element arrangement, e.g. Spring arrangement, primary side rotatable secondary side, which has a natural frequency at which, when this is excited, the system makes very high angular excursions. In the best case this means disturbing noises and in the worst case its destruction. Therefore, the systems are designed with respect to their mass-stiffness ratios so that this natural frequency is well below the idle speed and thus the operating speed range. For example, the natural frequency of a dual-mass flywheel is about 750 / min.
Wird dieses Zweimassenschwunggrad mit einem 4-Zylinder-4-Takt-Motor betrieben, so ist die niedrigste Anregungsfrequenz bei einer Leerlaufdrehzahl von 750/min durch die 2. Ordnung als Hauptanregende bei ca. 1600/min also weit oberhalb der Resonanz des Zweimassenschwungrades. Hierbei nutzt der Umstand, dass weit oberhalb der Resonanz aufgrund der Übertragungsfunktion die Amplituden hinter dem System kleiner sind als vor dem System. Das Zweimassenschwungrad entkoppelt und reduziert die Anregung, die an den Restantriebsstrang, wie z.B. das Getriebe, weitergegeben wird und zu Geräusch führen kann.If this dual-mass flywheel speed is operated with a 4-cylinder 4-stroke engine, the lowest excitation frequency at an idling speed of 750 rpm is the main stimulus at about 1600 rpm, which is far above the resonance of the dual-mass flywheel. Here, the fact that far above the resonance due to the transfer function, the amplitudes behind the system are smaller than before the system. The dual-mass flywheel decouples and reduces the excitation, which is passed on to the rest of the powertrain, such as the transmission and can lead to noise.
Wird bei diesem Motor nun die Anzahl der Zylinder halbiert, halbiert sich auch die Ordnung der Hauptanregenden von der 2. auf die 1. Ordnung. Dadurch liegt die niedrigste Anregungsfrequenz bei einer Leerlaufdrehzahl von 750/min bei 800/min und damit im Bereich der Resonanzfrequenz des Zweimassenschwungrades. Die Amplituden werden sehr groß und das System entkoppelt nicht.If the number of cylinders is halved in this engine, the order of the main initiators is halved from the 2nd to the 1st order. Thus, the lowest excitation frequency at an idling speed of 750 / min at 800 / min and thus in the range of the resonance frequency of the dual mass flywheel. The amplitudes become very large and the system does not decouple.
Die Lösung der Anhebung der Leerlaufdrehzahl im Abschaltbetrieb ist zwar maschinendynamisch sinnvoll, hat aber den Nachteil, dass die geschwindigkeitsproportionalen hydrodynamischen Verluste zunehmen und der Motor nicht mehr im Bereich des optimalen Wirkungsgrades betrieben wird.Although the solution to increase the idle speed during shutdown operation makes sense in terms of machine dynamics, it has the disadvantage that the speed-proportional hydrodynamic losses increase and the engine is no longer operated in the region of optimum efficiency.
Aus diesem Grund muss das Schwingungsreduzierungssystem speziell abgestimmt werden.For this reason, the vibration reduction system must be specially tuned.
In
In
Die dicke gestrichelte Linie in
Bedingt durch die Auslegung der Kennlinie reicht die weiche erste Stufe aber für das Nennmoment im Zylinderabschaltbetrieb nicht aus, so dass das Zweimassenschwungrad in seiner zweiten Stufe betrieben wird.Due to the design of the characteristic curve, however, the soft first stage is not sufficient for the nominal torque in the cylinder deactivation mode, so that the dual mass flywheel is operated in its second stage.
Die Entkopplungsgüte hängt in beiden Fällen -Vollzylinderbetrieb und Abschaltbetrieb- vom drehzahlbezogenen Abstand von der Resonanz des Zweimassenschwungrades ab.The decoupling quality in both cases-full cylinder operation and shutdown operation-depends on the speed-related distance from the resonance of the dual-mass flywheel.
Im Vollzylinderbetrieb wird das Zweimassenschwungrad nach wie vor aufgrund der Hauptanregungsordnung (2. Ordnung) überkritisch betrieben. In der in
Wird bei dem Motor eine Zylinderabschaltung vorgenommen, so reduziert sich die hauptanregende Ordnung beispielsweise auf die Hälfte. Anstelle der 2. Ordnung wird die 1. Ordnung relevant. Deshalb muss in
Grund für das schlechte Verhalten ist die sehr flache erste Stufe, so dass im Zylinderabschaltbetrieb auch in der zu steifen zweiten Stufe gefahren wird.The reason for the bad behavior is the very flat first stage, so that in the cylinder shutdown operation is also driven in the too stiff second stage.
Eine Lösung besteht darin, dass die erste Stufe der Kennlinie so steif ausgeführt wird, dass einerseits der Zylinderabschaltbetrieb immer in der ersten Stufe stattfindet und andererseits die Steifigkeit noch so gering ist, dass überkritischer Betrieb möglich ist.One solution is that the first stage of the characteristic curve is carried out so rigidly that, on the one hand, the cylinder deactivation operation always takes place in the first stage and on the other hand, the rigidity is so low that supercritical operation is possible.
In
Dadurch wird selbst nach der Ordnungsanpassung für den Abschaltbetrieb ein Übertragungsverhältnis von <1 und damit eine Schwingungsentkopplung erreicht.As a result, a transmission ratio of <1 and thus a vibration decoupling is achieved even after the adjustment adjustment for the shutdown.
Eine Auslenkungsmassenpendeleinheit, allgemein Tilger, besteht aus einer Masse als dynamischen und einer Steifigkeit als statischen Energiespeicher. Seine Eigenfrequenz ist so abgestimmt, dass bei ihrer Anregung das Bauteil, an das der Tilger angebunden ist, keine Auslenkung erfährt.A deflection mass pendulum unit, generally absorber, consists of a mass as dynamic and a stiffness as static energy storage. Its natural frequency is tuned so that when excited, the component to which the absorber is connected, undergoes no deflection.
Die Steifigkeit kann konstant sein, so dass sich ein Festfrequenztilger ergibt, oder drehzahlabhängig sein, wodurch sich ein Ordnungstilger, auch drehzahladaptiver Tilger genannt, ergibt. Ein Festfrequenztilger tilgt nur eine feste Frequenz, während der Ordnungstilger eine Ordnung tilgt.The stiffness can be constant, so that there is a Festfrequenztilger, or be speed-dependent, resulting in an order damper, also called speed-adaptive Tilger results. A fixed-frequency attenuator only eliminates a fixed frequency, while the order decoder eliminates one order.
Besonders verbreitet im KFZ sind die Ordnungstilger in Form des Fliehkraftpendels, die zur Tilgung der hauptanregenden Ordnung ausgelegt sind. Da, wie oben beschrieben, sich die hauptanregende Ordnung bei Zylinderabschaltung oder Brennverfahrenumschaltung, allgemein Änderung der Betriebsart, ändert, kann ein einzelner Tilger den Antriebsstrang nicht mehr beruhigen. Es entsteht sogar die Gefahr, dass bei Anlegen einer "falschen" Anregungsordnung der Tilger aufgrund seiner beiden Eigenfrequenzen zu Resonanzen anfacht.Particularly widespread in the motor vehicle are the order polishers in the form of the centrifugal pendulum, which are designed to eradicate the main stimulating order. Since, as described above, the main stimulus changes in the case of cylinder deactivation or combustion process switching, generally changing the operating mode, a single absorber can no longer calm the drivetrain. There is even the danger that if a "wrong" excitation order is applied, the absorber will cause resonance due to its two natural frequencies.
Eine Lösung besteht darin, für jede der möglichen Ordnungen speziell abgestimmte Tilger zu verbauen.One solution is to use specially designed absorbers for each of the possible orders.
Dabei sind einzelne Tilger für alle auftretenden bzw. kritischen Ordnungen einzusetzen. Im Falle des 4-Zylinder-Motors, der zu einem 2-Zylinder-Motor reduziert wird, benötigt man Tilger mit einer Abstimmung auf die 2. und die 1. Ordnung.Here, individual absorbers are to be used for all occurring or critical orders. In the case of the 4-cylinder engine, which is reduced to a 2-cylinder engine, you need absorber with a vote on the 2nd and 1st order.
Wie in
Dasselbe Verhalten zeigt ein Ordnungstilger, wie z.B. ein Fliehkraftpendel (Drehzahladaptiver Tilger), wenn man statt der Frequenz die Ordnung auf der Abszisse aufträgt.The same behavior is exhibited by a modifier such as e.g. a centrifugal pendulum (speed-adaptive absorber), if you place the order on the abscissa instead of the frequency.
Bezogen auf die Zylinderabschaltung bedeutet das, dass bei Halbierung der Anregungsordnung genau eine der unteren Resonanzen bzw. Resonanzordnungen des Tilgers getroffen werden kann, was zur Zerstörung des Tilgers oder zu einer Schwingungsanregung durch den Tilger führen kann.Relative to the cylinder deactivation, this means that if the excitation order is halved exactly one of the lower resonances or resonance orders of the absorber can be hit, which can lead to the destruction of the absorber or to vibration excitation by the absorber.
Die Lösung besteht darin, dass die Trägheit der Tilgermasse entweder kleiner als beispielsweise 90%, vorzugsweise 75%, am meisten bevorzugt 50%, des Schwungrades, allgemein eine Schwungmassenanordnung, ist, um bei Ordnungsreduzierung deutlich unterhalb der unteren Tilgerresonanz zu bleiben, oder deutlich größer als 110%, vorzugsweise 150%, am meisten bevorzugt 200%, um im Umschaltbetrieb noch oberhalb der Tilgerresonanz zu arbeiten.The solution is that the inertia of the absorber mass is either less than, for example, 90%, preferably 75%, most preferably 50%, of the flywheel, generally a flywheel mass arrangement, to remain well below the lower absorber resonance upon order reduction, or significantly greater as 110%, preferably 150%, most preferably 200%, in order to still work above the Tilgerresonanz in the switching operation.
Der Wert "200%" wird sich aus Bauraum- und Gewichtsgründen oft nur schwer einstellen lassen, während der Wert "50%" seine Grenze im Energiespeichervermögen des Tilgers findet; insbesondere ein drehzahladaptiver Tilger benötigt eine hinreichend große Masse, da er seine Steifigkeit aus der Fliehkraft bezieht.The value "200%" is often difficult to set for space and weight reasons, while the value "50%" finds its limit in the energy storage capacity of the absorber; In particular, a speed-adaptive absorber requires a sufficiently large mass, since it refers to its stiffness from the centrifugal force.
Das in
Darüber hinaus gilt die geschilderte Problematik auch für den umgekehrten Fall. Wenn beispielsweise ein Tilger auf die 2. Ordnung und einer auf die 1. Ordnung abgestimmt bei einem 4-Zylindermotor eingesetzt werden, so besteht für den Tilger der 1. Ordnung, der für den Abschaltbetrieb (2-Zylinderbetrieb) wirken soll, die Gefahr, dass seine obere Resonanzfrequenz bzw. -ordnung im 4-Zylinderbetrieb genau von der Hauptanregenden getroffen wird. Also muss auch hier durch eine geeignete Masse bzw. Massenträgheitsmoment (z.B. <50% oder>> 200%) ein hinreichend großer Frequenz- bzw. Ordnungsabstand sichergestellt sein. Es muss also bei den Auslegungen der Ordnungen bzw. Frequenzen für die Tilger für den Vollzylinder- und den Abschaltbetrieb sichergestellt sein, dass die Frequenz-/Ordnungsbereiche bei 7 und bei 8 aller Tilger nicht getroffen werden.In addition, the described problem also applies to the opposite case. For example, if a second-order absorber and a first-order absorber are used in a 4-cylinder engine, the first-order absorber intended for shut-off operation (2-cylinder operation) runs the risk of that its upper resonance frequency or order in 4-cylinder operation is hit exactly by the main exciter. Thus, a suitable mass or mass moment of inertia (for example <50% or >> 200%) must also ensure a sufficiently large frequency or order distance. It must therefore be ensured in the interpretations of the orders or frequencies for the absorbers for the full cylinder and the shutdown that the frequency / order ranges at 7 and 8 of all absorbers are not hit.
Insbesondere beim Tilger bietet es sich an, eine gute Vorentkopplung durch einen Tiefpassfilter, also z.B. Zweimassenschwunggrad, vorzuschalten, um mit dem Tilger nur noch das verbleibende Restwechselmoment, das eine sehr kleine Amplitude hat, zu kompensieren. Damit sind auch Tilger mit kleiner Masse und damit kleiner Energieaufnahmemöglichkeit in der Lage, in beiden Betriebszuständen einen hinreichenden Komfort zu gewährleisten.In particular, with the absorber, it is advisable to have a good pre-decoupling through a low-pass filter, e.g. Dual mass flywheel, to advance, to compensate with the absorber only the remaining residual alternating torque, which has a very small amplitude. This means that absorbers with a smaller mass and thus a smaller energy absorption capacity are also able to ensure sufficient comfort in both operating states.
Die
Die Sekundärseite 22 stellt einen hier gehäuseartig ausgebildeten Auslenkungsmassenträger 32 des als Auslenkungsmassenpendelanordnung wirksamen drehzahladpativen Tilgers 14 bereit. Dabei sind beispielsweise schalenartig aufgebaute Gehäuseteile 34, 36 in ihrem radial inneren Bereich durch Nietbolzen 38 miteinander verbunden. Auch ein sekundärseitiges Schwungrad 40 ist mit dem Auslenkungsmassenträger 32 beispielsweise durch Vernietung fest verbunden.The
Am Auslenkungsmassenträger 32 sind in dem in
Treten Drehungleichförmigkeiten bzw. Drehschwingungen auf, so bewegen sich die Kopplungselemente 50 ausgehend von den Scheitelbereichen entlang der Führungsbahnen 46, 48, wodurch die Auslenkungsmassen 42 im Fliehpotential nach radial innen gezwungen werden und somit potentielle Energie aufnehmen. Die Auslenkungsmassen 42 werden somit in Schwingung versetzt, wobei, vorgegeben durch die Krümmung der Führungsbahnen und die Massen bzw. Massenträgheitsmomente der Auslenkungsmassen 42, der drehzahladaptive Tilger 14 grundsätzlich eine Eigenfrequenz aufweist, welche mit ändernder Drehzahl und damit sich ändernder Fliehkraft variiert. Dies bedeutet, dass durch die Wechselwirkung der Kopplungselemente 50 mit den gekrümmten Führungsbahnen 46, 48 eine fiktive Steifigkeit in der Ankopplung der Auslenkungsmassen 42 bereitgestellt wird, welche sich drehzahlabhängig ändert. Dabei ist es möglich, eine Auslegung bzw. Abstimmung auf eine vorbestimmte Ordnung zu finden, so dass zusammen mit der sich drehzahlabhängig verschiebenden Ordnung auch die Eigenfrequenz des mit der Gesamtheit der Auslenkungsmassen bzw. durch die Auslenkungsmassenanordnung 44 bereitgestellten Schwingungssystems verändert. Dabei bildet der Auslenkungsmassenträger 32 zusammen mit den daran aus einer Grund-Relativlage auslenkbaren Auslenkungsmassen 42 bzw. der Auslenkungsmassenanordnung 44 eine allgemein mit 56 bezeichnete Auslenkungsmassenpendeleinheit. Bei der diese Auslenkungsmassenpendeleinheit 56, also im Wesentlichen dem drehzahladaptiven Tilger 14, und den nach Art eines Zweimassenschwunggrades wirksamen Drehschwingungsdämpfer 12 umfassenden Drehschwingungsdämpfungsanordnung stellt die Primärseite 16 des Drehschwingungsdämpfers 12 im Wesentlichen eine Schwungmassenanordnung bereit, welche über die durch die Dämpferelementenanordnung 24 bzw. die Dämpferfedereinheiten 26 derselben bereitgestellte Steifigkeit an die Auslenkungsmassenpendeleinheit 56 angekoppelt ist.If rotational nonuniformities or torsional vibrations occur, then the
Um berücksichtigen zu können, dass beim Umschalten des Verbrennungsmotors 5 zwischen verschiedenen Betriebsarten, also beispielsweise beim Übergang von einem Betrieb mit vier Zylindern zu einem Betrieb mit zwei Zylindern, auch die kritischen Anregungsordnungen sich verändern, kann beispielsweise vorgesehen sein, dass in einem Antriebssystem in Zuordnung zu mehreren kritischen Ordnungen, die in verschiedenen Betriebsarten auftreten können bzw. kritisch werden können, jeweils speziell abgestimmte Tilger vorhanden sind. Auch könnten bei ein- und demselben Tilger beispielsweise die Auslenkungsmassen 42 unterschiedlich gestaltet sein oder/und die Führungsbahnen 46, 48 unterschiedlich gestaltet sein, so dass in ein- und demselben Tilger eine Abstimmung auf verschiedene Anregungsordnungen vorgesehen sein kann, wobei die einer jeweiligen Anregungsordnung zugeordneten Auslenkungsmassen dann für sich jeweils eine speziell abgestimmte Auslenkungsmassenanordnung bereitstellen.In order to be able to take into account that when switching the
Ein anderes Ausgestaltungsprinzip eines drehzahladaptiven Tilgers ist in
Ein Abstützelement 48a bildet zusammen mit der diesem zugeordneten Vorspannfeder 50a und einem jeweiligen Rückstellelement 54a eine Auslenkungsmassenpendeleinheit 56a, wobei in dem in
Im Rotationsbetrieb führen Drehungleichförmigkeiten dazu, dass die Auslenkungsmassenanordnung 44a eine Umfangsbeschleunigung bezüglich des Auslenkungsmassenträgers 32a erfährt. Dabei stützt sich die Auslenkungsmassenanordnung 44a über die beispielsweise als Blattfedern ausgebildeten Rückstellelemente 54a an den Abstützelementen 48a und über diese am Auslenkungsmassenträger 32a ab, wobei auf Grund der Federeigenschaften der Rückstellelemente 54a die Auslenkungsmassenanordnung 44a grundsätzlich in eine Grund-Relativlage bezüglich des Auslenkungsmassenträgers 32a vorgespannt ist. Es ist somit ein Schwingungssystem aufgebaut, welches, bedingt durch die Massenträgheit bzw. das Massenträgheitsmoment der Auslenkungsmassenanordnung 44a und die durch die Gesamtheit der Rückstellelemente 54a bereitgestellte Steifigkeit, eine Eigenfrequenz aufweist.In rotational operation, rotational nonuniformities cause the deflection
Im Rotationsbetrieb unterliegen die Abstützelemente 48a der Fliehkrafteinwirkung, so dass diese grundsätzlich entgegen der Rückstellkraft der Vorspannfedern 50a nach radial außen beaufschlagt werden. Sind die Vorspannfedern 50a beispielsweise bei in der Basislage positionierten Abstützelementen 48a unter Vorspannung gehalten, ist eine bestimmte Mindestdrehzahl erforderlich, um mit der entsprechenden Fliehkraft diese Vorspannwirkung überwinden zu können. Wird diese Mindestdrehzahl überschritten, reicht die Fliehkraft aus, um die Abstützelemente 48a entgegen der Rückstellwirkung der Vorspannfedern 50a nach radial außen zu verlagern. Damit verlagert sich jedoch auch derjenige Bereich, an welchem die Rückstellelemente 54a sich bezüglich des Auslenkungsmassenträgers 32a abstützen können, nach radial außen. Dies wiederum hat zur Folge, dass die freie Länge der Rückstellelemente 54a mit zunehmender Drehzahl abnimmt, wodurch die Steifigkeit und damit auch die Eigenfrequenz des vorangehend angesprochenen Schwingungssystems zunimmt. Eine derartige Verschiebung der Eigenfrequenz kann bis zu einer oberen Grenzdrehzahl andauern, bei welcher beispielsweise auf Grund vollständiger Kompression der Vorspannfedern 50a oder des Wirksamwerdens von Anschlägen eine noch weitergehende Verlagerung der Abstützelemente 48a nach radial außen nicht möglich ist. In demjenigen Drehzahlbereich, in welchem eine fliehkraftabhängige Radialverlagerung der Abstützelemente 48a möglich ist, ist der Tilger 14a tatsächlich als drehzahladaptiver Tilger wirksam, der auf eine Anregungsordnung abgestimmt sein kann. Bei zu geringer oder zu hoher Drehzahl, also im Wesentlichen radial unveränderlich gehaltenen Abstützelementen 48a findet eine Drehzahladaption der Eigenfrequenz nicht statt, so dass in diesen Zuständen das Schwingungssystem als Festfrequenztilger wirksam ist.In rotational operation, the
Auch mit dem in
In
Ein Beispiel für die Abstimmung auf verschiedene anregende Ordnungen ist in den
Bei den vorangehend beschriebenen Ausgestaltungsformen, bei welchen eine Drehschwingungsdämpfungsanordnung 10 eine Auslenkungsmassenpendelanordnung, also beispielsweise drehzahladaptiven Tilger 14, in Verbindung mit einem Drehschwingungungsdämpfer 12 umfasst, kann grundsätzlich die Primärseite 16 bzw. die primärseitige Masse als eine Schwungmassenanordnung betrachtet werden, die über eine Steifigkeit, nämlich die Dämpferelementenanordnung 24 mit der/den Auslenkungsmassenpendeleinheit/en, insbesondere dem Auslenkungsmassenträger 32a, gekoppelt ist. Dieser wiederum ist über eine Steifigkeit, bereitgestellt durch die Kopplungselemente 50 oder die Rückstellelemente 54a, mit der bzw. den Auslenkungsmassenanordnungen 44, 44a gekoppelt.In the embodiments described above, in which a torsional
Die Übertragungsfunktion eines derartigen Antriebssystems bzw. der darin enthaltenen Schwingungssysteme ist in einer der
In
Die Kurven K1 und K2 veranschaulichen ein Ausgestaltungsbeispiel, bei welchem eine vergleichsweise schwere Schwungmassenanordnung mit einer vergleichsweise leichten Auslenkungsmassenanordnung zusammen wirkt.The curves K 1 and K 2 illustrate a design example in which a comparatively heavy flywheel mass arrangement interacts with a comparatively light deflection mass arrangement.
Wie bereits mit Bezug auf die
Die Kurven K3 und K4 veranschaulichen die Übertragungsfunktionen der Schwungmassenanordnung bzw. der Auslenkungsmassenanordnung für einen Fall, in welchem eine vergleichsweise leichte Schwungmasse mit einer vergleichsweise schweren Auslenkungsmassenanordnung bzw. Tilgermasse kombiniert ist. Bei gleicher Abstimmung auf eine bestimmte anregende Ordnung ist zu erkennen, dass die auch in diesem Fall auftretenden Nebenresonanzen deutlich weiter auseinander liegen, so dass auch in diesem Fall ein Übergang in eine Betriebsart mit anderer, insbesondere geringerer Leistungsfähigkeit, bei welcher die kritische Anregungsordnung beispielsweise nicht mehr die zweite Ordnung, sondern die erste Ordnung ist, gleichermaßen nicht dazu führt, dass eine Nebenresonanz getroffen wird und somit eine übermäßige Schwingungserhöhung stattfinden könnte.The curves K 3 and K 4 illustrate the transfer functions of the flywheel assembly and the Auslenkungsmassenanordnung for a case in which a comparatively light flywheel combined with a comparatively heavy Auslenkungsmassenanordnung or absorber mass. With the same vote on a certain stimulating order, it can be seen that the secondary resonances occurring in this case are significantly farther apart, so that in this case, too, a transition to an operating mode with a different, in particular lower, performance, in which the critical excitation order is not more the second order, but the first order is equally not cause that a side resonance is hit and thus an excessive vibration increase could take place.
Unter Berücksichtigung dieser in
Es sei in diesem Zusammenhang noch einmal erwähnt, dass eine derartige Abstimmung auf verschiedene Anregungsordnungen dadurch erfolgen kann, dass baulich getrennte Einheiten vorgesehen werden, oder es können mehrere Auslenkungsmassenpendeleinheiten jeweils mit unterschiedlicher Ausgestaltung zusammengefasst sein, um eine Abstimmung auf verschiedene Ordnungen zu finden.It should be mentioned again in this context that such a vote on different excitation orders can be done by providing structurally separate units, or it can be summarized several Auslenkungsmassenpendeleinheiten each with different configuration in order to find a vote on different orders.
Die
Wie die
Claims (12)
- Drive system for a vehicle, comprising an internal combustion engine (5) and a torsional vibration damping arrangement (10), wherein the internal combustion engine (5) can be switched between operating modes of different performance capability and wherein the torsional vibration damping arrangement comprises a flywheel mass arrangement (16) and at least one deflection mass pendulum unit (56; 56a; 62) having a deflection mass carrier (32; 32a; 66) and having a deflection mass arrangement (44; 44a; 65) which is carried by a deflection mass coupling arrangement (50; 54a) on the deflection mass carrier such that it can be deflected out of a basic relative position with respect to said deflection mass carrier, wherein a main-excitation order changes when the operating mode changes, and wherein the deflection mass pendulum unit (56; 56a; 62) is configured for each of the main-excitation orders when the operating mode changes.
- Drive system according to Claim 1, characterized in that a mass moment of inertia of the deflection mass arrangement (44; 44a; 65) is either less than 90% of a mass moment of inertia of the flywheel mass arrangement (16) or is greater than 110% of the mass moment of inertia of the flywheel mass arrangement (16).
- Drive system according to Claim 1 or 2, characterized in that the mass moment of inertia of the deflection mass arrangement (44; 44a; 65) is either less than 75%, preferably 50%, of the mass moment of inertia of the flywheel mass arrangement (16) or is greater than 150%, preferably 200%, of the mass moment of inertia of the flywheel mass arrangement (16).
- Drive system according to one of Claims 1 to 3, characterized in that at least two deflection mass pendulum units (56a, 56a') are designed differently from one another in association with different excitation orders.
- Drive system according to Claim 4, characterized in that at least two deflection mass pendulum units (56a, 56a') are provided in association with at least one excitation order.
- Drive system according to one of Claims 1 to 5, characterized in that the operating modes comprise a first operating state with operation of all the cylinders and at least one second operating state with operation of only some of the cylinders.
- Drive system according to one of Claims 1 to 6, characterized in that the operating modes comprise a two-cycle operation and a four-cycle operation.
- Drive system according to one of Claims 1 to 7, characterized in that at least one deflection mass pendulum unit (56) is designed as a centrifugal mass pendulum unit, wherein a radial distance of the deflection mass arrangement (44) with respect to an axis of rotation changes when the deflection mass arrangement (44) is deflected out of the basic relative position with respect to the deflection mass carrier (32).
- Drive system according to Claim 8, characterized in that at least one guide path (46, 48) with a vertex region is provided on the deflection mass carrier (32) and/or the deflection mass arrangement (44), and in that the deflection mass coupling arrangement (50) comprises a coupling member (50) which is movable along the guide path (46, 48), wherein, upon deflection of the deflection mass arrangement (44) out of the basic relative position, the coupling member (50) moves, starting from the vertex region of a guide path (46) provided in the deflection mass carrier (32) and/or of a guide path (48) provided in the deflection mass arrangement (44).
- Drive system according to one of Claims 1 to 9, characterized in that at least one deflection mass pendulum unit (62) is designed as a spring-mass pendulum unit, wherein the deflection mass coupling arrangement comprises a spring arrangement (68) which is supported or can be supported with respect to the deflection mass carrier (66) and the deflection mass arrangement (65) .
- Drive system according to one of Claims 1 to 10, characterized in that at least one deflection mass pendulum unit (56a) comprises:- a deflection mass carrier (32a) which can be rotated about an axis of rotation (A),- a deflection mass (42a) which can be deflected in the circumferential direction about the axis of rotation (A) with respect to the deflection mass carrier (32a),- a deformable restoring element (54a) which is supported or can be supported in a carrier support region with respect to the deflection mass carrier (32a) and in a deflection mass support region with respect to the deflection mass (42a), wherein a deflection of the deflection mass out of a basic relative position with respect to the deflection mass carrier (32a) in at least one direction causes a deformation of the restoring element (54a),- a supporting element (48a) which is carried in a radially movable manner on the deflection mass carrier (32a) and provides the carrier support region, wherein a distance between the carrier support region and the deflection mass support region can be changed by movement of the supporting element (48a) on the deflection mass carrier (32a), and the element is preloaded in the direction of a radially inner basic position and, starting from the basic position, is displaceable radially outwards counter to the preloading and the action of centrifugal force upon rotation of the deflection mass carrier (32a) about the axis of rotation (A).
- Drive system according to one of Claims 1 to 11, characterized in that there is further provided a torsional vibration damper (12) with a primary side (16) and a secondary side (22) which is rotatable about an axis of rotation (A) with respect to the primary side (16) against the action of a damper element arrangement (24), wherein, preferably, the primary side (16) of the torsional vibration damper (10) substantially provides the flywheel mass arrangement (16), and the secondary side (22) of the torsional vibration damper provides the deflection mass carrier (32).
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102011077121 | 2011-06-07 | ||
DE102012205793A DE102012205793A1 (en) | 2011-06-07 | 2012-04-10 | Drive system for a vehicle |
PCT/EP2012/058561 WO2012168026A1 (en) | 2011-06-07 | 2012-05-09 | Drive system for a vehicle |
Publications (3)
Publication Number | Publication Date |
---|---|
EP2718586A1 EP2718586A1 (en) | 2014-04-16 |
EP2718586B1 true EP2718586B1 (en) | 2019-03-20 |
EP2718586B2 EP2718586B2 (en) | 2024-07-03 |
Family
ID=
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Also Published As
Publication number | Publication date |
---|---|
US9429211B2 (en) | 2016-08-30 |
US20150362042A1 (en) | 2015-12-17 |
DE102012205793A1 (en) | 2012-12-13 |
WO2012168026A1 (en) | 2012-12-13 |
EP2718586A1 (en) | 2014-04-16 |
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